Railway truck



March 21, 1944. H. M. PFLAGER ETAL ,3

, RAILWAY TRUCK Filed Dec. 9, 1940 6 Sheets-Sheet l 4 Q d u. E

INVENTORS m & HARRY M. PFLAGER w Q Eowm C.JACKSON March 21, 19 H; M.PFLAGER :1- AL RAILWAYYTRUCK Filed Dec. 9 1940 e Sheets-Sheet 2 WENTORSHARRY M. PFLAGER EDWIN C. JACKSON A Siiii'iiiifi March 1944- H.- M.PFLAGER ET AL v 2,344,522

RAILWAY TRUCK v Filed'Dec. 9, 1940- 6 Sheets-Sheet 3 iNVENTORS HARRY M.PFLAGER BY Eowm C. JACKSON 7 ATTORNEY.

March 21, 19 4. H. M. PFLAGER ET AL RAILWAY TRUCK Filed Deb. 9, 1940 6Sheets-Sheet 4 N 5 RGQOQ OAK L N C EP m C Y Rm M A HE I j ATTORNE.

March 21, 1944. H. M. PFLAGER ET AL RAILWAY TRUCK Filed Dec. 9-, 1940 I6 Sheets-Sheet 5 INVENTORS FIG.L2.

HARRY M. PFLAGER EDWIN C.JACKSON ATTORNLEE Man-=1! 4 H. M. PFLAGER ET AL2 RAILWAY TRUCK Filed Dec. 9, 1940 6 Sheets-Sheetfi INVENTORS HA R RY M.PFL GER ,B Eowm C. JACKSON,

Patented Mar. 21, 1 944 UNITEDA' STATES [PATENT OFFICE" RAILWAY TRUCK 1Harry M. Pflager, St. Louis, and Edwin 0. Jackson, Clayton, Mo.,assignors to General Steel Castings Corporation, Granite City, 111., acorporation of Delaware Application December 9, 1940, Serial No. 369,206

' 19 Claims. ('01. 105-182) The invention relates to railway rollingstock, and more particularly to swivel trucks for use in highspeed'service. In recent years there has been a marked tendency towardlight weight car bodies which, with the higher. speeds at which trainsare being operated, require trucks light weight and good ridingqualities having spring arrangements between the axles and the car bodywhich permit carrying only a minimum amount of the energy in verticalforces or shocks to the car body. At the same time, it is desirable toprovide for lateral movement between the car body and the truck wheelsso that irregular track or curved track will cause a minimum amount oflateral shocks between the car body and the truck.

One object of the present invention is to pro vide a simple and .lightweight truck which will give good riding qualities by transmitting aminimum amount of vibrations and shocks to the car body due to theupward or downward movement of the wheels and axles relative to the carbody, when ruzming over rough or irregular track, and by providing atthe same time a lateral motion arrangement which will preventtransmission of excessive vibrations to the car body and side sway ofthe car body.

Another object is to provide a spring arrangement to control thevertical movement of the journal boxes relative to the truck frame sothat the spring action will produce good riding qualities and be quickacting to keep the wheels onthe rail so as to provide safe ridingqualities. K

Another object is to dampen oscillations of quick acting springs so asto riding qualities of the truck.

A more detailed object of the invention is to simplify and lighten thetruck by omitting equalizers without sacrificing the easy ridingqualities produced by this well known feature of construction.

These and other detailed objects as will appear below are attained bythestructures illustrated in the accompanying drawings, in which- Figure1 is a top view of one longitudinal half of a four-wheel truck.

Figure 2 is a side elevation of the same.

Figures 3 and 4 are detail horizontal sections taken on thecorresponding section lines of Figure 2. 1

Figure 5 is a detail vertical longitudinal section taken on the line 5-5of Figure 1.

Figure 6 is an end View looking towardsthe right hand end of Figures 1and 2.

Figure 7 is a vertical transverse section looking F promote the easy inthe same direction and taken on the line l-l of Figure 2.

Figure 8 is an end view looking in the opposite end of Figures 1'direction towards the left hand and 2.

Figures 9 and 10 correspond generally to Figures 1 and 2 but illustrateanother form of the invention and the intermediate portion of the truckis broken away to make possible use of a larger scale, and in Figure 9 aportion of this structure is sectioned horizontally along the line 9-9of Figure 10. a

Figure 11 is an end view looking toward the right hand end of Figures 9and 10.

Figures 12 and 13 arevertical transverse sec tions looking in the samedirection and taken on the corresponding section lines of Figure 10.

Figure 14 is an end view looking in the opposite direction towards theleft hand end of Figures 9 and 10. g

Figures 15 and 16 correspond to Figures 9 and 10 but illustrate anotherform of the invention. Figures 17, 18, 19 and 20 correspond to Figures11, 12, 13 and 14, respectively, but illustrate the structure shown inFigures 15 and 16, Figures 18 and 19 being taken upon the correspondingsection lines of Figure 16.

The truck shown in Figures 1-8 includes wheels I mounted on axles 2,which carry roller bearing journal boxes 3 in the .usual manner. Thetruck frame includes wheel pieces 4 and depending pedestal legs 5 whichslidably receive the journal boxes, the latter being flanged at 6(Figure 3) to limit lateral movement of the frame relative to the boxes,wheels and axles. Flanges 6 and the adjacent portions of pedestal legs 5are provided with the usual wear plates I.

Pivotally suspended from each journal box are 3 links a at oppositesides of the axle. Brackets 9 project outwardly from pedestal legs 5,and

' brackets 9 of each pair of legs journal a shaft Ill extendinglongitudinally of the truck below the level of the axle centers. Crankarms II on each shaft Iil extend inwardly and have their inner endspivotally connected to the lower ends of links 8. r

- Torsion rods l2 ant-I13 are journalled in brackets It on the ends ofthe truck frame wheel piece. The inner rod I 2 has a crank arm I5(Figure 6) secured to its right hand end. An anchoring eye-bolt I6 ispivotally connected to the lower end of arm 15 and extends through a lugI! on the end of the truck frame where it is ad justably secured by nutsE8. The opposite end of torsion rod l2 has a depending crank arm mateangles shown in heavier vertical shocks which ascetic:

of this arm is pivotally connected by link to the upper end of a crankarm 2! keyed to the outer end of the corresponding shaft Iii.

Torsion rod i3 is similarly anchored by eyebolt 22 to lug 23 at the lefthand end of the frame (Figure 8) and is similarly connected by crankarm-24, link 25 and crank arm 26 to shaft I! at the other end of thetruck. Pref-' erably, each of shafts ll has an additional bearing in abracket 21 depending from the end portions of the wheel piece.

to the torsion rods the wheeled axles may be readily dropped from thetruck.

With this arrangement, theltruck frame and its load is yieldinglysupported from the journal boxes by links 8, shafts II and torsion rodsI 2 and ll, the yielding resistance of the latterto torque holding thecrank arms at the approxithe drawings. The arrangement of-,the spacedlinks 8 and spaced bearings for shafts Ill prevent the rotation of theboxes about theaxle journals and uneven thrust between the journal boxesand the pedestal legs.

Any upward thrust on one link at one Side of a box would be resisted bythe downward thrust on the link at the other side of the box.

The truck frame also includes spaced transoms 30 between which is atruck bolster 3i arranged for lateral movement in the frame by means ofswing hangers truck frame and supporting a cross bar 83 at their lowerends, which carries elliptic springs 34 either directly or through aspring plank in a manner familiar to those skilled in the art. Thebolster will swing laterally when the truck rides over curved track orvide a quick acting spring arrangement between the journal box and thetruck frame to keep the wheels on the rail and they act as a primary setof springs to cushion and absorb shocks and vibrations, so that alimited amount of the vibrations and a limited amount of the energy ofthe shocks is transmitted to the truck frame and then to the car body.

The bolster elliptic springs comprise a secondmy set of springs whichprovide a greater amount of body and the truck to cushion and absorb theare applied to the truck. They also act as a snubbing means,

dueto the friction between their leaves whenbeing deflected, to preventsynchronization of vibrations of the torsion springs and the ellipticsprings, thus resulting in a minimum amount of undue recoil action orbouncing of either or of both sets of springs.

By providing auxiliary shafts ID to transfer the load to the torsionrods located above the journal boxes, it is possible to provide longertorsion rods than would be possible if arms II were directly on thetorsion rods and the latter were located below the axle centers. Thisarrangement also provides for better road clearances than if the torsionrods were located below the axle centers and outwardly of the ends ofthe journal boxes.

The bearings for shafts it include detachable caps 36 which are readilyremoved to facilitate application and removal of shafts It with thecrank arms ll, 2| and 26, and :by disconnecting links it and 2!,connecting these crank arms 32 suspended from the The 'truck shownwheeled axles, journal boxes and a truck frame provided with pedestalsslidably receiving the journal boxes similarly to the arrangementdescribed above, and it will be understood-that the truck frame'isprovided with, a loadsupporting bolster preferably "of thelateral'motion'type previously referred to. Also the journal boxespivotally support swinging links 40, corresponding to links 8, and thepedestal legs include outwardly extending brackets 4| corresponding tobrackets 8 above.

The torsion rods 42 and "are iournalled in all four brackets 4|. andeach is provided near one end with crank arms 44 and 45 respectively,extending inwardly with their inner ends pivotally connected to thelower ends of a corresponding pair of links 40 suspended from thejournal boxes as links 8 previously described. The opposite en'dof eachtorsion rod is adjustably anchored to the truck frame by an individualcrank arm 46- and 41 respectively and an eye-bolt 4i and 49respectively.

This arrangement eliminates the auxiliary shafts embodied in theconstruction previously described and, therefore, simplifies theconstruction substantially. However, the effective length crankconnected to the inner pedestal leg at the at any other time when 35there is a substantial transverse force transmitopposite end of thetruck; whereas, in the ar rangement previously described, the rod isfree to yield about its axis throughout its entire length.

vertical movement between the car By placing the torsion rods' 42 and 43equal distances above and below the level of the lower end or links 40,the crank arms" and 46 are normally inclined at equal angles to thehorizontal. This permits all of links 40 to be of equal length andprovides for equal clearance between the pedestal tie bars 50 and thelower ends of the links or the outer ends of the arms. I

The truck shown in Figures 15-20 includes wheeled axlesjoumal boxes,with pivotally'suspended links 60, and a truck frame 6| generallysimilar to those previously described, and the truck load preferably istransmitted to the truck frame through a lateral motion bolster (notshown) as described in connection with the structure shown in Figures1-8. As in the structure of Figures 9-14, the torsion rods 62 and B3 arejournalled in brackets 64 extending outwardly from the truck frame, butthe brackets are of different heights and the torsion rods are inclinedfrom one end of the truck to the other instead of being horizontal. Withthis arrangement, the portion of each torsion rod opposite to thejournal box to which it is connected is at thesame level as thecorresponding portion of the other torsion rod.

All of the arms by which the rods are connected to link 60 are disposedat the same angle, preferably horizontal under the-normal load, and

if the arms depart from the horizontal position their effective lengthwill b maintained equal for in Figures .944 includes accuse the edectlvelength of the arms on the other torsion rod will be lengthened.

However, the horizontal alignment of the brackets for each torsion rodfacilitates machining oi the bearings and the horizontal arrangement ofthe torsion rods presents a better appearance, and these factors maymake this structure preferable to that shown in Figures -20 not withstanthat possibly the action of the two rods would be more nearly equal inthe construction shown in Figures 15-20.

Any of the constructions shown are adapted to attain one or more of theadvantages set, forth in the introductory portion of the specification,

and it will be understood that the constructions may be varied otherwisethan as described and that some features of the invention may be usedwithout including necessarily all of the other features. The exclusiveuse of the diiierent structures described and other modifications as mayoccur to those skilled in the art and embodying the spirit of theinvention as expressed in the appended claims is contemplated.

What is claimed is:

1. In a railway truck, a wheeled axle, a journal box on saidaxle, linkspivotally suspended at their upper ends from said box, a truck frameincluding a wheel piece positioned directly over said box and includinga pedestal siidably receiving said box, and a torsion rod extendinlongitudinally of the truck and spaced from said wheel piecetransversely of the truck and journalled on said frame and having acrank arm at one end portion with its outer end anchored to the swinginglower ends of said links, the opposite end portion of said rod beingheld against rotation relative to said frame, whereby said frame isspring supported from said box by the yielding of said rod to torque.

2. in a railway truck, spaced wheeled axles, journal boxes on saidaxles, a truck frame with pedestals slidably receiving said boxes, and apair of torsion rods extending alongside of each other at one side ofand longitudinally of the truck and journalled in said frame, each ofsaid rods having a crank arm at one end portion with its outer endanchored to a respective one of said boxes and having its opposite endportion held against rotation relative to said frame, whereby said frameis spring supported from said boxes by the yielding of said rods totorque.

3. A railway truck as described in claim 1 which includes hangerssuspended from the truck frame to swing laterally of the truck, andtruck load supporting structure carried by said hangers and havingelements projecting transversely of the truck beyond the frame, thetorsion rod extending longitudinally of the truck above the level-ofsaid elements.

4. A railway truck as described in claim 1 in which the load supportingstructure includesplural-leaf springs supported by the truck frame, anda bolster mounted on said springs, said springs providing a snubbingmeans to prevent synchronization of vibrations of the springs formed bythe torsion rod. I

5. A railway truck as described in claim 1 in which the springs formedbythe torsion rod constitute a primary set of springs to cushion andabsorb vertical shocks transmitted between the journal boxes and thetruck frame, and the load supporting structure includes a bolster andelliptic springs supporting said bolster and con- 'stituting a secondaryset of springs to provide smoother riding by further cushioning andabsorbing the shocks which may otherwise be carried to the car body,said sets of springs also serving to dampen the total spring action.

6. In a raiiway truck, a wheeled axle, a journal box on-said axle, atruck frame with a pedestal slidably receiving said box, a shaftjournalled on said pedestal, and a torsion rod extending longitudinallyof the truck and journalled near one end on the adjacent end portion ofsaid frame and held at its other and against rotation relative to saidframe, said shaft and rod being spaced apart transversely of their axes,individual crank arms on said shaft and torsion rod with their outerends pivotally connected to each other, and a crank arm on said shaftwith its outer end anchored to said journal box, whereby the weight ofthe truck frame and its load is yieldingly supported by the resistanceof said rod to torque.-

7. A railway truck as described in claim 6 in which the'shaft journalledin the pedestal is located below the level of the axle center and thetorsion rod is located above the axle center.

8. A railway truck as described in claim 6 in which the journal boxanchorage for the end of the shaft crank arm comprises a link pivotailysuspended from the journal box.

9. In a railway truck, spaced wheeled axles, journal boxes on saidaxles, a truck frame with pedestals slidably receiving said boxes, linkspivotally suspended from said boxes to swing transversely of the truck,shafts each extending longitudinally of the truck abreast of arespectiveone of said boxes and journalled in said frame having crankarms pivotally connected at their ends to the lower ends of said links,and torsion rods journalled in said frame and each having one endanchored against rotation relative to an end of said frame and having acrank arm at its other end, there being another crank arm on thecorresponding shaft, and a pivotal connection beboxes and extend thefull length of the truck and each is connected at one end to theassoelated shaft and at the other end is anchored to the truck frame.

ll. A railway truck as described in claim 9 in which the anchoragebetween thetruck frame and the end of each rod is adjustable to vary theheight of the truck frame.

12. In a railway truck, a wheeled axle, a journal box on said axle, atruck frame with a pedessuspended from said journal boxand pivotallyconnected to the inner ends of said arms, a torsion rod extendinglongitudinally of the truck and journalled in said frame and having acrank arm at one end portion, acrank arm on said shaft having its endconnected to the end of said rod crank arm, the opposite end portion ofsaid rod being held against rotation relative to said frame, wherebysaid frame is spring supported from said box by the yielding of saidrod, to torque.

13. In a railway truck, a wheeled axle, a journal box on said axle, atruck frame with a pedestal slidably receiving said box, bracketsextending outwardly from the legs of said pedestal, a torsion rodextending longitudinally of the truck and, journalled in said bracketsand having a crank arm near one end extending inwardly of the truck, alink pivotally suspended from said journal box with its lower endpivotally connected to said crank arm, the other end of said torsion rodbeing held against rotation relative to said frame, whereby said frameis spring supported from said box by the yielding of said rod to torque.

14. In a railway truck, spaced wheeled axles, journal boxes on saidaxles, a truck frame with pairs of depending" pedestal legs slidablyreceiving said boxes, and a pair of torsion rods extendinglongitudinally of the truck and each journalled at least at one end insaid pedestal legs below the centers of said axles and provided withcrank arms at their other ends, the crank arm of one torsion rod beinganchored at its outer end from the adjacent journal box and the crankarm of the other torsion rod being anchored at its outer end from theother journal box, the ends of said rods remote from the journal boxefrom which their arms are supported being held against rotation relativeto said frame, whereby said frame is spring supported from said box bythe yielding of said rod to torque.

15. A truck as described in claim 14 in which the torsion rods arearranged one above the other and the crank arm on one rod is inclineddownwardly toward the'journal box and' the crank arm on the other rod isinclined upwardly towards the journal box and the ends of the crank armsare pivotally suspended from the-journal boxes by links of equal length.

16. A truck as described in claim 14 in which the torsion rods arearranged one above the other and are inclined to the horizontallongitudinally of the truck so that their 'end portions anchored to thejournal boxes are at the same level.

17. A truck as described in claim 14 in which the supports for thetorsion rod crank arms comprise links pivotally suspended from thejournal boxes, and the torsion rods are arranged one same level as thetop of the truck frame, there being hangers suspended from the truckframe to swing laterally of the truck, and load-supporting structurecarriedby said hangers and including elements projecting transversely ofthe truck beyond said frame andbeneath said torsion rods.

19. In a railway truck, a wheeled axle, a journal box on said axle, alink'pivotally suspended at its upper end from said box, a truck frameincluding a wheel piece positioned directly over said box and includinga pedestal slidable vertically on the box, a bracket projecting fromsaid frame transversely of the truck, and a torsion rod extendinglongitudinally of the truck and positioned exteriorly of the frame wheelpiece and pedestal and readily accessible from the side of the truck andjoumalled on said bracket and having one end portion anchored againstrotation relative to the frame and having a crank arm on its other endportion connected to said link, whereby said frame is yieldinglysuspended from said box by said links and by the resistance of said rodto torque.

H. M. PFLAGER. EDWIN C. JACKSON.

